Hoisting and conveying machine



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A. EfBROWN BOISTINGAND CONVEYING MACHINE. No. 295,727; Patented My. 25, 1884.

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HOISTING ANDOONVEYING MACHINE. No. 295,727. I r Patented Mar. 25,1884.

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HOISTING AND GONVEYING MACHINE. No. 295,727 h Patented Mar. 25,1334.

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iran STATES ALEXANDER E BROWN, OF CLEVELAND, OHIO.

' HOISTING AND CONVEYING MACHINE PATENT UEELCE.

SIZECIPICATION forming part of Letters Patent No. 295,727, dated March 25, 1884-. Application filed December '1, 1883. (No model.)

To all tub/Win it may concern:

Be it known that I, ALEXANDER E. BROWN,

of Cleveland, in the county of Guyahoga and State of Ohio, have invented certain new and useful Improvements in Hoisting and Conveying Machines; and I do hereby declare that the following is a full, clear, and exact description thereof, reference being had tothe' accompanying drawings, making part of this specification.

Previous to my invention the tramways of hoisting and conveying machines have been made in either one or the otherof two ways vi z.', either in the form of a rigid bridge or truss or in that of a flexible cable roadway. Each of these well-known forms of structure possesses certain advantages over the other, and each contains some objectionable peculiarity when used under certain conditions. i

I propose by my invention to provide for use a tramway for hoisting and conveying machines that shall combine in an eminent degree all the most desirable qualities of each of the heretofore-known forms of tramway without embracing any of the serious defects of either. i To this end and object my invention consists, primarily, in a tramway which is a sort of cross, so to speak, between the types of structure heretofore made, and which contains the elements of both a cable or flexible weightsustaining device, and a rigid roadway that has no appreciable sag, all as will behereinafter more fully described, and particularly pointed out in the claims of this specification; and, secondarily, my invention consists in certain novel features of construction, which will be presently more fully explained, and

which will be specifically pointed out in the claims hereof. To enable those skilled in the art to which my invention relates to perfectly understand and practice the same,I will now proceed to more fully describe it, referring by letters to the accompanying drawings, which form part of this specification, and in whichI have illustrated my invention carried out in that form in whichI have so far successfully practiced it.

In the'drawings, Figure 1 is a side view, showing the parts of a hoisting and conveying illustrate my invention.

apparatus necessary to be shown in order to Fig. 2 is a detail view, showing on a'much largerscale'and in side elevation small portions of the rigid tramway and flexible cable, together with the truck-wheels of the load-conveying machine. Fig. 3'is an end view of what is shown at Fig. 2. Fig. 4. is an end view, or rather a detail skeleton view, showing more particularly the means for supporting the end of the bridge or truss so that it can vibrate laterally. Fig. 5 is a side view of the same. Fig. 6 is a side view (on a smaller scale) showing a double-span tramway made according to my invention. Fig. 7 is a side View (smaller scale) showing a tramway made according to my invention, 7

but arranged with the rigid-truss portion on a level.

In the several figures the same part will be found designated by the same letter of reference.

Referring now to Figs. 1 to 5, inclusive, A is the inner and B the outer pier, the latter resting on the deck 0 of the wharf, and the two being constructed in any approved manner and adapted to support and sustain in a distended condition the cable D, from which is suspended and by which is partially held up therigid tramway bridge or truss E. This rigid bridge (unlike all those heretofore used, so far as my knowledge goes) is composed of a single beam or narrow frame made up, essentially, of a top and a bottom bar united by a series of diagonallyarranged tie-rods or a sort of lattice-work of braces, as seen at e. The topbar is composed (as bestseen at Figs.

2, 3, 5) of twostripsof angle-iron, 12, securely bolted together sidewise, preferably by i the same bolts which secure to both of them the upper ends of all the diagonal braces 6, While the lower bar is formed :of two T- rails, 3 4, arranged with their bases adjacent, (and in a vertical plane and bolted securely together by bolts, which a lso preferablysecure to them the lower end of all the diagonal braces 6. On the upper edges of the heads of these T- rails 3 and 4 rest and travel the grooved periph cries of the two pairs of wheels b b and c c of the carriage ortruck of the conveyer-machine proper, which latter is of any approved form and construction, and is of course adapted to be made to travel back and forth on the rails 3 and 4 by the usual appliances to do the requisite work-such, for instance, as hoisting the contents out of a boat, G, at the docks and conveying it to and discharging at any desired locality between the piers.

I are the suspenders by which the rigid truss or tramway E is supported from the cable D, very much after the fashion in which the road way of a suspension-bridge is sustained (between its end supports on the piers) by its cables above.

J is the apron or extension of the tramway,

that projects, as usual, out over the water, and

the outer end of which is braced by a jointed diagonal tie-rod, f, and is raised up, (out of the way,) when not wanted, by a cable, g, passing over a pulley at h, and thence down to a winch or other operative device worked in any of the known ways. i

At Figs. 4 and 5 I have illustrated one of the novel peculiarities of my improved contrivancei. 6., the capacity of the rigid truss to'sway or swing sidewise to a greater or less extent-and one means for affording its end proper support independently of the cable D while thus free to move laterally.

K is a curved metallic beam, properly secured in the rear pier, A, and of. a form similar to that of the letter I, and z t are two cleat-like devices, bolted onto the tops of the angle-iron strips 1 2 of the tramway, and having their overlapping lip-like portions embracing the foot of the curved piece K, (see Fig. 5,) in such a manner, as shown, that said lip-like portions will hang on the foot portion of K, and thus permit the latter to help sustain the weight of the tramway, while at'the same time permitting it to vibrate sidewise. This vibration of the tramway is illustrated by the short curved dotted line at Fig. 4, the two longer and straight dotted lines at said figure representing radii of the circular curve in which the bridge may be caused to swing (by windage or by other causes) during its use.

At Fig. 6 is shown a tramway composed of a rigid but cable-supported truss or bridge (according to myinvention) composed of two sections, so to speak, or having, in addition to the inner and outer piers, A and B, an intermediate pier, H, for supporting the two-span cables, D in the manner shown. The intermediate pier, H, may be simply in the form of an A-frame with the apex of the two cablespans resting on its upper end, and of course any number of such intermediate piers or supports may be employed and any number of spans of the cable D used, as occasion may render it desirable, to increase the length of the rigid tramway E? without inducing additional strain practically on the inner and outer piers, A B, or necessitating any change in their structure. This peculiarity of the mixed rigid and cable-supported bridge or tramway enables me, it will be seen, to make the conveying apparatus capable of transportation of the material hoisted and carried along in the bucket of the conveyer-machine proper to any desired distance by a mere duplication of the intermediate A-frame supports H and a mere lengthening out (by the addition of sections) of the bridge E and lengthening of the main and other cables of the contrivance.

It will be understood that in such an apparatus as I have devised, the cable being much more slack than that of a cable-tramway apparatus, (and the traveling load having its weight always distributed throughout the length of the cable,) the piers can be made lighter than those of a cable-conveyer without danger of pulling over or in the least losing their stability, while at the same time all the disadvantages of driving the carriage over a partially up and partially down (and constantly varying) grade are avoided,and a right line and rigid roadway of any given (and unchanging) grade is afforded. At the same time I gain in a conveyerhavingsuchrigidtramwayandbridge not only the advantage of a given amount of side swing to avoid all strain and ill effects of windage on the bridge-like structure, but also a sufficient capacity for vibration sidewise of the rigid tramway, (as indicated by the dotted lines at Fig. 4,) to permit the pulling of the tramway to one side or the other for the (oftentimes very desirable) purpose of c0uveniently loading or dumping the bucket at locali ties not vertically beneath the normal line of the tramway. This desirable quality of a cable-conveyer, not found in rigid tramways as heretofore made, I get the advantage of in my improved contrivance without the disadvantages of the cable contrivance.

The hinged apron J being combined with the outer end of a rigid track or road way, my improved machine does not involve any of those difficulties in raising and lowering the apron, and at the same time keeping the rest of the tramway in working order, that have been found to exist in almost all cable-conveyers heretofore devised, nor does it require the presence of such additional devices as have i been invented lately (and are made the subj ectmatter of application for Letters Patent by me) for curing such defects in that type of conveyers in which a cable or flexible tramway is used in connection with the (necessary) adjunct of a hinged apron. Indeed, the novel construction of conveyer apparatus made the subject of my present application appears to embody most or all of the most desirable elements of both a cable-conveyer and a rigid or bridge conveyer, without any of the serious defects or objections of either.

In lieu of having the cable-supported bridge or rigid tramway arranged inclined to the horizon, as is most usual, (in order that the conveyer-carriage, with its suspended, load may be caused to travel, or may be assisted in its motion in one direction by gravity,) the said tramway may be placed in a perfectly level position, if desired, as seen at'Fig. 7, where the bridge E isat the same elevation at both which I have invented. I avoid the excessive weight .which has heretofore rendered the rigid tramway type of conveyers quite impractical for very long spans or distances of travel, while at the same time I gain all the advantages of that kind of roadway over a cableeonveyer, in which latter the ever-changing" grade and the difficulties encountered in raising up the apron end of the cable are great objections.

By the feature of a capacity in the bridge or rigid portion to vibrate in an arc substantially such as that having its center in aright line drawn from one to another of the pivotal points of suspension of the cable, not only am I enabled to avoid the disadvantageous utter rigidity of inflexible tramways for conveyers asiheretofore made, and hence make the structure lighter and equally strong as against windage, &c., but I gain the advantage heretofore found only in cable-conveyers of-a sufficient capacity for swinging to one side to permit using the bucket at localities not immediately under the normal line of travel of the conveyer-carriage. The piers can be made lighter (and hence cheaper) than in a cable conveyer, on account of there being less pull on their tops, and lighter than those of an ordinary bridge or rigid conveyer of any c011- -siderable length, on account of the decreased weight of truss-work to be supported.

It will be seen that the construction of the truss or bridge in the manner shown, of a single narrow beam, so to speak, made up of a top and bottom cord, with intermediate braces and with laterally-projecting rails for the support of the carriage-wheels, enables me to make an apparatus of the type shown exceedingly compact, light, and strong, and of a form best adapted to the novel modes of operation peculiar to a hoisting and conveying machine involving all the features of my invention.

By having the carriage made to straddle the truss or narrow bridge, as shown, any accidental. displacement of the wheels is rendered practically impossible, and a most desirable form of machine as an entirety is the result.

Without limiting my claims of invention to any precise proportions of parts or particularities of detail construction not essential to my invention, what I wish to be understood as claiming, and what I desire to secure by Letters Patent, is-

1. In a hoisting and conveying apparatus or contrivance, the combination, with necessary piers or supports, of a cable and a rigid tramway or bridge-like roadway free to swing with the cable, all substantially as set forth.

2. In combination with a rigid roadway and a sustaining-cable and suitable piers, means for assisting in the support of the bridge directly from the pier and at the same time permitting it to swing or move laterally with reference to the pier, substantially as and for the purposes set forth.

3. A bridge tramway composed of a single narrow frame provided with laterally-projecting rails for the accommodation of the truck or carriage wheels, substantially as set forth.

4. In combination with a bridge or rigid tramway composed of a narrow. truss provided with laterally-projecting rails or tracks at or near its lower edge, a carriage or truck the wheels and Wheel-frame of which are adapted to straddle the bridge, substantially as set forth.

In witness whereof I have hereunto set my hand this 10th day of November, 1883.

ALEXANDER BROWN.

In presence of- GOTTLIEB GEUDER, CHAS. -W. KELLY. 

